Rerailer



March 25, 1952 J. H. PERKS, sR 2,590,344

RERAILER' Filed March 22, 1948 1 2 SHEETS-SHEET 1 2/ 0b 1- I G. 1

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March 25, 1952 J. H. PERKS, SR

RERAILER 2 SHEETSSHEET 2 Filed March 22, 1948 INVENTQR,

ATTORNEY Patented Mar. 25, 1952 UNITED STATES PATENT OFFICE RERAILER Joseph Herman Perks, Sr., Henrico County, Va.

Application March 22, 1948, Serial No. 16,208

This invention relates to rerailers or devices for replacing railroad locomotives and cars upon the tracks.

It is an object of the invention to provide a tends over the ball of the rail, and which is omitted in the other part.

A further object is to provide a rerailer which may be used over a wide range of angles with respect to the tracks and thus be used to replace wheels that are relatively remote from the tracks.

A still further object is to provide a rerailer which may be used to rerail diesel engines without damage to the gear mechanism and to the gear housing commonly used in such locomotives.

A still further object is to provide a rerailer in which the inside and outside sections are each composed of a single integral part which is exceedingly strong, relatively simple to construct and use and which acts to rerail cars and locomotives with a minimum of time and expense.

Other objects and advantages of my invention will become apparent after a study of the following description in connection with the accompanying drawing wherein:

Figure l is an elevation of one side of the outside rerailer element,

Figure 2 is an elevation of the other side of the element shown at Figure 1,

Figure 3 is a top plan view of the rerailer element of Figures 1 and 2,

Figure 4 is an end elevation looking from the left of Figures 2 and 3,

Figure 5 is an end elevation looking from the right of Figures 2 and 3,

Figure 6 is a cross-sectional view taken upon a plane indicated by the line 56, Figure 2,

Figure 7 is a perspective View, on a reduced scale, of one C clamp used to secure the rerailer to the rail,

Figure 8 is a perspective View, to the same scale as Figure 7, of one wedge used with each clamp.

9 but showing the right and. left rerailer units '7 Claims. (Cl. 104-268) when used to rerail wheels which are relatively remote from the tracks.

Figure 11 is a section taken in a plane indicated by the line Il-ll of Figure 10, and

Figure 12 is an end elevation of theinside rerailer unit.

It will be understood at the outset, that a complete re-railer set comprises a pair of elements as shown in Figures 9 and 10, one of which is used on the outside of one rail and the other of which is used on the inner side of the other rail, 2. pair of clamps, one for each element, and a pair of wedges, one for use with each clamp. In my invention the two rerailer elements may be similar except that, as will be subsequently explained, a pad of the outside element is omitted from the inside rerailer.

Each of the two, substantially similar re-railers comprises a base ll] of substantial width as may be seen from Figures 5 and 6. A beam element I l rises vertically from the base along the central line thereof and is substantially longitudinally co-extensive with the base. See Figure 2. This beam Il may be of uniform Width or thickness throughout its length and of constant height for approximately one-third of the overall length of the rerailer from the forward end thereof, as will be apparent from inspection of Figure 2. Thence the beam II decreases in height in. a straight line to a point closely adjacent the rear end. From Figures 1 and 5 it will be noted that the outer side of the beam ll forms a substan tially unbroken vertical plane, as indicated at [2,

Figures 3, 5, and 6. r

A heavy wheel-supporting portion indicated generally at 13 Fig. 4 .extendsto the .left from the top of beam I I, as the parts are seen in Figure 5. This portion follows the upper edge of the beam H and thus forms an upwardly and forwardly extending incline plane or ramp Hot for about two-thirds of the length of the instrument, succeeded by a generally flat horizontal portion I31) for the remaining forward one-third of the rerailer length. The junction line between these surfaces is indicated at I6, Figures 2 3, and 1-0. The parts are so dimensioned that the upper surface of portion l3b is flush with the top of the adjacent rail when base Ill rests on the ties. As indicated at I30, Figures 2, 3 and 5, the forward inside corner of portion I312 is rounded upon a relatively short radius on the order of 3 /2 inches. This rounded edge will be in contact with the. rail whenever the conditions of use require that'the rerailer be positioned at a substantial 'anglejto the track, as in the case where the car, wheels are some distance from the tracks. The top surface of the ramp curves downwardly smoothly on an arc of relatively short radius, say 4", as indicated at 13d, Figures 2 and 3.

A vertical flange or rim l4 extends upwardly from and bounds the ramp portion at the edge thereof adjacent the rail. This flange terminates a little to the rear of the junction line I6, in a vertical knife edge, as indicated at l5, Figures 2 and 3 The other or outside edge of ramp l3a, is bounded or defined by a shoulder l1 whose distance from flange l4 decreases from surface |3a forwardly, and which terminates substantially at the point where rounded edge 13c begins. From Figures 1 and 3 it will be noted that there is a protuberance 18 on the rear portion of wall or plane l2 and that shoulder ll begins in this protuberance substantially in plane I2. As best shown at Figures 2, 4 and 5, the flange l4 and ramp portion 13d are cut away as indicated at [9, to accommodate the base of the rail so that the rerailer may fit snugly against the rail when such a position is required by the condition of use. A pad 2| is formed on the surface of portion [312 of the outside rerailer and projects therefrom over arcuate surface I30 as plainly shown in Figure 3. The lower surface of this projecting portion of the pad is adapted to rest upon the upper surface of the rail when the rerailer is in use. See Figure 5. A pro- 'tuber'ance 20 is located at the forward end of plane l2. The surface are, Figure 3, of this protuberance is formed on a relatively long radius say one foot, to provide a surface which may be engaged by a clamp to secure the re railer, when desired, in an angular relation to the fail, with surface [30 tangent to the vertical plane of the wheel-supporting flange of the rail as'clearly' shown in Figure 10. A clamp 22 suitable for this purpose is shown at Fig. This clamp is generally shape. A wedge 23 is shown at Fig. 8 suitable for use in conjunction with the clamp to hold the rerailer in contact with the rail.

As previously explained, two rerailers consti tute a set as shown in Figures 9 and 10. Pad 2i is omitted from the inside rerailer.

use, where the wheels to be rerailed are fairly close to the tracks, the outside rerailer is clamped against the rail just ahead of the derailed wheel, with the projecting portion of "pad 2! resting upon the rail and base if) resting upon the ties. The clamp v22 is then passed under the rail between ties and wedge 23 is driven between the inside end of the clamp and the inner surface of the rail to force the outside end of the clamp against the rerailer and the latter against the rail. The position of one out- 'side rerailer relatively to the rail, will then be asindicated in Figures and 9.

The other, or inside rerailer, i positioned in a corresponding position forwardly of the wheel as shown in Figure 9. However, this inside rerailer is located and clamped in position spaced about one inch from the rail to provide a space for accommodating the flange of the wheel when the wheel moves into proper position upon its rail.

The car is now drawn forwardly and the wheels first contact rear surfaces 53d and thence roll upwardly upon ramp surfaces lac. As the wheels move upwardly along the ramp surface they are also moved laterally toward the tracks by shoulder 17. As it' approaches the upper end of ramp [3a, the flange of the outside wheel -with arcuate surface 26a, Fig. 3.

moves onto the horizontal triangular portion 24,. Fig. 3, which is flush with the top rail surface. Further movement of the car forwardly causes the wheel to slide along the curved protruding edge of pad 2| and to be shifted laterally thereby until, as it reaches the outer or pointed end of the pad, the flange of the wheel move into place on the inside of the rail. At the same time, the inside wheel rolls up ramp surface |3CL and is at the same time shifted laterally into position by shoulder l'l until, when its flange moves into space between the rerailer and rail, the wheel is correctly positioned. Thus all the wheels of the truck are replaced upon the rails.

When the wheels are relatively remote from the tracks, the outside rerailer is placed with its surface 13d in position aligned with and for- Wardly of the corresponding wheel and, at the same time its arcuate surface [30 is positioned in contact with and tangent to the ball of the rail. Clamp 22 is then positioned under the rail, between the ties, with one end in contact The wedge is then driven between the other end of the clamp and the rail to hold surface I30 firmly against the rail. The other or inside rerailer is similarly angularly positioned but with a space of about one inch, as aforesaid, between itself and the rail as shown in Figure 10. Because of the arcuate surface I30, in conjunction with the ar'cu'ate clamping surface 20a, the rerailer may be used over a substantial range of angles with respect to the track and may thus successfully rerail wheels which are relatively remote from the tracks.

While I have described the invention in its preferred form of one integral part, it can, of course, be built up from separate pieces bolted or welded together. Since inside and outside rerailers are similar, except for pad 2 I, the outside rerailers may be completed from an inside rerailer by welding, bolting, or otherwise fixedly securing a pad in position thereon.

The figures of the drawing are substantially to scale and may be referred to if necessary to interpret the range or scope of relative terms and expressions in the claims.

It will thus be evident that I have provided a rerailer which is versatile and easy to use, which does not require spiking in place and which is relatively simple and inexpensive to build. By the use of my rerailer a great deal of time is saved, and the wheels of a car are replaced upon the rails without drop, shock or jar. While I have shown the preferred form of my invention as it is now known to me, various changes in shapes, sizes and arrangement of parts will oc-- our to those skilled in the art after a study of the preceding description. Hence the disclosure should be taken in an illustrative rather than a limiting sense; and it is my intention and desire to reserve all such modifications as fall within thescope of the subjoined claims.

Having now [fully disclosed the invention, what I claim and desire to secure by Letters Patent is:

1. A rerailer for replacing derailed flanged wheels of a railway vehicle upon its track, comprising, an elongated block bounded on its sides by first and second spaced parallel vertical planes, said block forming a plane ramp surface rising from one end of the base of said block to a point between the ends thereof, the remainder of said block being of constant height equal to the over all height of the rail, the corner of the other end of said block adjacent said first plane being tially in said second plane and extending upwardly and laterally of said ramp surface toward said first plane, said shoulder intersecting said first plane between said point and the other end of said block, said flange and shoulder being of substantially the same height and forming a channel opening through said first plane, and a pad secured over therounded corner of said block, and having a plane lower surface adapted to extend over the ball of the rail when said block or said rounded corner is in contact therewith.

2. A rerailer as recited in claim 1, said pad having an inner edge forming substantially a continuation of said shoulder. I

3. In a rerailer for replacing the wheels of a derailed vehicle upon the rails, a block having a fiat base and defining an upwardly-facing smooth ramp surface increasing in height from the plane of said base at one end to a transverse vertical plane positioned from said one end at about twothirds the normal length of said block, said block defining a second surface extending from the ramp surface and having substantially constant height substantially equal to the height of the rail from said transverse vertical plane to the other end of the block, both said surfaces being bounded at one edge by a longitudinal vertical plane normal to said transverse vertical plane, there being a fiat-bottomed channel in said surface having its first side constituting a straight flange parallel to one side of the block and lying in said longitudinal vertical plane and its second side constituting a shoulder uniformly approaching said longitudinal vertical plane upwardly of of said ramp surface and intersecting said longitudinal vertical plane between said transverse vertical plane and said other end of the block, said flange terminating just short of said transverse vertical plane, whereby said channel opens laterally through said longitudinal vertical plane, the corner of said surface of substantially constant height being rounded in substantial tangency with said shoulder, whereby said rerailer may be operatively positioned over a substantial range of angles relatively to the rail, with said round-ed corner in tangential contact with the side of the ball of the rail.

4. In a rerailer, a one-piece body having opposite side boundary surfaces lying respectively in first and second spaced parallel vertical planes. said body having a ramp surface increasing in height gradually between said planes from one end to about two-thirds of the len th of said rerailer followed by a horizontal surface of a height substantially equal to the height of a rail with horizontal surface, said body being shaped so that said rounded corner may be positioned in tangent contact with the ball of the rail over a substantial range of horizontal angles of said body relatively to said rail, and an integral pad on said horizontal surface, a portion of said pad projecting over and outwardly of said rounded corner, the lower exposed surface of said pad being adapted to rest upon the ball of the rail when said rounded corner is in tangential contact with the side thereof.

5. In a rerailer, a one-piece body having opposite side boundary surfaces lying respectively in first and second spaced parallel vertical planes, said body having a ramp surface increasing in height gradually between said planes from one end to about two-thirds of the length of said rerailer follow-ed by horizontal surface of a height substantially equal to the height of a rail with which the rerailer is intended for use, said surfaces intersecting in a line normal to said planes. the corner of said horizontal surface adjacent said first plane being rounded, therebeing a shallow channel formed in said surfaces and having a first side defined by a flange parallel and lying in said first plane, and a second side beginning closely adjacent said second plane and extending upwardly of said ramp surface and laterally toward said first plane, and terminating tangent to said rounded corner between the ends of said horizontal surface, said body being shaped so that said rounded corner may be positioned in tangent contact with the ball of the rail over a substantial range of horizontal angles of said body relatively to said rail, said body having a projection extending horizontally from said second plane and opposite said rounded corner, said projection having a concave clamp engaging surface whereby to secure said rounded corner in contact with a rail over a substantial range of horizontal angles of said body with respect to the rail.

6. In a rerailer, a one-piece body having opposite side boundary surfaces lying respectively in first and second spaced parallel vertical planes, said body having a ramp surface increasing in height gradually between said planes from one end to about two-thirds of the length of said rerailer followed by a horizontal surface of a height substantially equal to the height of a rail with which the rerailer is intended for use, said surfaces intersecting in a line normal to said planes, the corner of said horizontal surface adjacent said first plane being rounded, there being a shallow channel formed in said surfaces and having a first side defined by a flange parallel and lying in said first plane, and a second side beginning closely adjacent said second plane and extending upwardly of said ramp surface and laterally toward said first plane, and terminating tangent to said rounded corner between the ends of said 1 horizontal surface, said body being shaped So that said rounded corner may be positioned in tangent contact with the ball of the rail over a substantial range of horizontal angles of said body relatively to said rail, and a pad on said horizontal surface, a portion of said pad projecting over and outwardly of said rounded corner, the lower exposed surface of said pad being adapted to rest upon the ball of the rail and the side edge of the projecting portion of said pad being substantially a continuation of the second side of said channel.

7. A rerailer for replacing derailed flanged wheels of a railway vehicle upon its track, comprising, an elongated block bounded on its sides by first and second spaced parallel vertical planes, said block forming a plane ramp surface rising from one end of the base of said block to a point between the endthereof, the remainder of said block being of constant height equal to the overall height of the rail, the corner of the other end of said block adjacent said first plane being rounded, whereby said block may be positioned either with said first plane in contact with the side of the ball of the rail or at angle to the rail with said rounded corner in contact therewith, there being an upstanding flange in said first plane along one side of said ramp surface said flange terminating just short of said point, there being a shoulder formed in the top of said block and beginning at said one end substantially in said second plane and extending upwardly and laterally of said ramp surface to- JOSEPH HERMAN PERKS, SR.

REFEQENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,266,727 Sullivan May 21, 1918 1,404,877 Matney Jan. 31, 1922 1,784,741 McCarty Dec. 9, 1930 2,183,181 Boone Dec. 12, 1939 

